Deep sea salvage equipment



1966 G. w. LEHMANN DEEP SEA SALVAGE EQUIPMENT 2 Sheets-Sheet 1 Filed June 1, 1964 E (L F 1 N VENTOR. GUEHTl/EQ 11/ LEHM QN Y Nov. 22, 1966 G. w. LEHMANN 3,286,672

DEEP SEA SALVAGE EQUIPMENT Filed June 1, 1964 2 SheetsSheet 2 Emu whom United States Patent 3,286,672 DEEP SEA SALVAGE EQUIPMENT Guenther Wolfgang Lehmann, 425 Bernardo Ave., Sunnyvale, Calif. Filed June 1, 1964, Ser. No. 371,850 8 Claims. (Cl. 114-54) Maritime salvage equipment has been described in my US. Patent No. 3,080,844. Salvage equipment for maritime salvage operation especially designed for great water depths has been described in my US. patent application Serial No. 355,057.

In the latter case, expandable salvage bags are placed between two beams with a pressure vessel amidships for accommodating operating personnel. Although some major problems of a deep-sea salvage equipment have been solved with my US. patent application Serial No. 355,057, the present invention offers some improvements preferably in regard to lifting capacity, shape, propulsion and maneuverability of the salvage equipment carrier, salvaging methods and complementary equipment for salvaging heavy weights from great water depths.

Another objective of the present invention is the possibility to tow a salvaged object below the water surface from a deep water area to shallow waters where the salvage object is then raised to the surface by special means.

With these objectives in mind, it is proposed to use a disk-like shaped carrier for accommodating a number of salvage bags in circular arrangement around a center chamber for operating personnel. A circular arrangement allows concentration of great lifting forces resulting in reduced structure for transmitting heavyweight forces to buoyancy forces of the salvage equipment,

shorter supply lines and controlling means from a centrally located operation chamber, easier placement of the salvage equipment with special reference to visibility and lighting conditions at great water depths.

Regarding maneuverability of a disk-like shaped submergence body, to be used as a carrier for salvage equipment, it is proposed in view of the special shape of the body, to arrange propulsion and steering means in such a manner that (a) a high degree of dynamic stability is achieved when the carrier is in motion; (b) the carrier should easily rotate around her vertical center axis while in motion or at standstill; and (c) the carrier be stopped at shortest time possible.

Dynamic stability of a disk-like shaped submergence body is much improved by placing the propelling forces ahead of the center of the body in the same fashion and with comparatively the same beneficial effect of a front drive of an automobile. Also a horizontal plane at the rear of the body greatly contributes to the dynamical stability in combination with propulsion means forward of the center of the body. Since the carrier is symmetrical with reference to a central horizontal plane, it is essential that both, propulsion means and stabilizing planes at the rear, are arranged in the same central horizontal plane, thus avoiding moments in the vertical-longitudinal plane of the system which may cause the body to perform undesirable oscillatory motions around the transverse axis in the level plane while the carrier proceeds in submerged condition.

Regarding rotation of the carrier around her vertical center axis, two propulsion means, arranged at the periphery of the disk-like shaped body, produce the greatest possible moments in the horizontal center plane of the system at the longest lever arm possible with reference to the boundaries of the carrier body.

With propulsion means arranged essentially at the periphery of the body, the carrier is sensitive against slight variations of the thrust of the propulsion means. While this is desirable for rotating the carrier quickly, it is not desirable to maintain a straight course. Therefore, as the countercting means, it is proposed to provide vertical planes on port and starboard, and to attach these planes symmetrically to the horizontal plane at the rear, forming boundary-planes at the outside longitudinal contour of the horizontal rear plane. The two vertical planes are slightly set back and to the inside so that the water jet of the propulsion means may flow off unobstructed.

Vertical movements of the carrier can be performed by ballast-water buoyancy adjustments when the carrier is at a standstill. Diving and raising of the carrier can be produced as usual by steerable planes which here are part of the horizontal stabilizing plane at the rear.

In addition to their steering capacity it is proposed to build the steering planes in such a way that they contribute (a) to a rotation of the carrier; (b) to stopping the carrier. In order to accomplish this, it is proposed to provide at each side at the horizontal rear plane two flaps. If one flap is turned up and the other flap turned down, a wall is erected against the current producing a resultant resistance force in the horizontal center plane of the carrier. In the event that on port and starboard both flaps are extended, one up, the other down, the resultant resistance force lies in the longitudinal center axis and contributes to stopping the carrier in addition to the propulsion means running in reverse. If the flaps are extended in upside-down position at only one side, the resistance force will greatly contribute to rotate the carrier around the vertical center axis with one propulsion means running ahead, the other running in reverse. The two flaps on each side can be arranged in juxtaposition or one over the other.

The last portion of the vertical stabilizing planes may also be made rotatable for either steering the carrier on a prescribed course, or to rotate and simultaneously slow down the carrier with a brake-flap swung around at only one side, or to contribute to stopping the carrier with brake-flaps on both sides swung in 90 position, preferably rotated inwardly. It should be appreciated that on account of the horizontal stabilizing plane hereby an unusual brake-flap configuration is created having a greater hydrodynamical braking effect than cus-. tomary plain brake-flaps.

It should also be appreciated that the proposed arrangement of the propulsion means, horizontal and vertical stabilizing planes with their specially designed brakeflaps not only stabilize the carrier efliciently but allow to maneuver the carrier in such a way that situations by currents, placing and keeping the salvage carrier at the site of operation and underwater towing of the salvaged structure can be controlled favorably.

The flap-system as described is similar to landing flaps of airplanes. However, while landing flaps of airplanes are supposed to contribute to lifting forces while the airplane slows down, it should be noted that in the present case lifting forces are not desirable which may raise or lower the salvage carrier. Instead, by using two flaps, on each side and one up and the other down, the resultant force lies in the longitudinal center axis and contributes only to stopping forces without producing moments around the horizontal center transverse axis of the carrier. Brake-flaps are usually a special structure and not combined with steering means, as here proposed.

The circular shape of the carrier makes for efficient arrangement of structural members. The skeleton of the force transmitting structure between salvage bags and the salvage object consists of radially arranged vertical girders attached to a central vertical cylinder. The radial girders extend below the foundations of the salvage bags and carry at their lower part eyes or pads for fastening of salvage gear like ropes, chains, shackles and similar equipment. A strong ring girder of a diameter equal to the circle on which the salvage bags are placed, interconnects the radial girders at the center point of each salvage bag foundation.

The salvage bags are housed in two halfspheres which are pressure vessels when closed. The lower halfspheres are connected to the radial girders and the ring-girder. Special cylinders as force transmitting means house the salvage bag spheres and extend from the top of the radial girders to the upper shell of the carrier.

The central vertical cylinder and the spheres of the salvage bags are pressure vessels. The shell of the carrier is pressure equalized because the space within the carrier body is used for ballast water, fuel oil, lighter-than-waterfluids, and gas under ambient water pressure in buoyancy producing compartments.

The central vertical cylinder accommodates operating personnel, equipment and instruments. A special detachable cylinder meeting emergency cases may be installed as an alternative proposition. Such detachable cylindrical pressure vessel has been described in my patent application Serial No. 355,057.

The lower half of the spheres for housing the salvage bags accommodates gas generating equipment for inflating the expandible salvage bags. Special attachment means of the salvage bag-fiber, stowage methods, and specially designed lower and upper heads for expandible salvage bags are described in my US. Patent No. 3,080,844.

It should be appreciated that in addition to the aforementioned patent the salvage equipment is stowed in spherical capsules within a special cylinder attached to the girders and the shell plate of the carrier with covers atop the cylinder. The covers are flush with the outer shell and turn automatically aside when the salvage bag is going to be inflated and expands upwardly.

v It should also be appreciated that salvage bags with openings at their bottoms may be used in the same way as closed salvage bags with pressure differential valves. A new and practical solution is a dual-bag system consisting of an upper open salvage bag and a lower closed salvage bag with a differential pressure valve atop of the latter. After first inflation of the lower bag, surplus air evades into the upper open bag atop the lower bag. Such dual-bag system allows producing very large lifting forces at a comparatively smaller effort of bag material because the pressure height of the total bag system is cut in half resulting in a smaller gas pressure required for full inflation of each of the dual-bags.

Regarding salvage operations, the salvage carrier may be used in various ways depending on the size and shape of the salvage object and the environmental conditions. In most cases salvage objects are elongated bodies like ships, submarines, submerged pipe, pumping or cable structures. Such elongated bodies may be salvaged by attaching heavy slings around the salvage body fore and aft. Bottom material has to be dredged or suctioned from the bow and stern for proper fastening of chain and rope slings over the ends of the salvage body. To prevent slipping of chains or ropes from the ends of the salvage body it is suggested to use two salvage bag carriers, one fore and one aft, and to connect them by a chain or rope pendant.

After the salvage bags are inflated and are raising the salvage object, the interconnecting rope becomes tight and keeps the slings around the ends of the salvage object in place. The system, consisting of the salvage object, the two salvage carriers and the salvage bags, now expanded to full buoyancy, ascends until the heads of the salvage bags broach the surface. A certain freeboard of the salvage bags is reached when the system is in equilibrium in regard to buoyancy and weight forces. The two salvage carriers and the salvage object are, so to say, hung up on the salvage bags.

In this semi-submerged condition the system proceeds from the site of salvage operation at deep waters to the coastline for continued salvage operation which raises the salvage object to the surface.

The transfer of a salvage object from the site of salvage operation to the coast or other convenient place may cover considerable distances. In view of weather and sea conditions which may change quickly, a submerged transfer of a salvage object is less hazardous than a transfer at the surface of the ocean.

It should be appreciated that the proposed system regarding the structural lay-out, its mechanics, flotation and mode of proceeding, offers considerable advantages over known salvage transfer and towing operations at the surface of the ocean, where wave actions may destroy previous efforts made in salvaging an object from the depth of the sea. Transferring a salvaged object at the surface is in most cases a difiicult and risky task, because only makeshift preparations are usually possible for such a transfer operation. In view of the danger signals of surface-towing of large and difficult controllable objects, towing of a large and bulky salvage object in submerged condition appears to be most favorable and establishes a great improvement over hitherto employed methods. A salvage equipment carrier may also proceed faster to the side of emergency in submerged condition than at the surface.

A salvage carrier of the present invention lends itself favorably to salvage transfer operations in submerged condition for following reasons.

The system is propelled by the propulsion means of the two salvage carriers. It is proposed to attach the interconnecting rope pivotally by way of swivels at points as close as possible to the center of each carrier. Such attachment of the interconnecting rope allows the carriers to turn around their vertical center axes, especially when a quick change of the course of the underwater towing system is required. The underwater towing system consisting of the salvage object, the salvage carriers and the full expanded salvage bags, requires efficient maneuver means. In accordance with the present invention, therefore, the possibility to rotate the salvage bag carriers while transferring the salvaged object, makes a major contribution to the safety and maneuverability of the proposed submerged transfer system. It is possible to turn both salvage carriers around independently from each other in order to use the full power of the propulsion means for traversing or to rotate the system, or to slow down and to back the system with reversed working propellers in the event of an unforeseen obstacle below the surface of the sea.

' A submerged salvage towing system as proposed can safely proceed at stormy weather. The only structure which reaches the surface of the sea are the heads of the salvage bags. Since the salvage bags are made of rubberized material and are gas-filled, the impact of even the heaviest seas will not affect the system, because the heads of the salvage bags yield most elastically under the impact of breakers. During hurricanes it is also possible to destroy the reserve buoyancy and to proceed fully submerged with the heads of the salvage bags at a certain depth below the agitated sea at the surface.

After the submerged tow has reached the shelf or other sheltered area at the coastline, the salvage object may be taken over by salvage barges which raise the salvage object to the surface in usual fashion after the salvage carriers have been released.

It is also suggested to use a submersible pontoon for raising the salvage object for final salvaging operation. A practical solution consists of a pontoon which has at its four corners detachable buoyancy bodies. The buoyancy bodies which resemble wings of customary floating docks, rest with their lower part in preferably conicalshaped recesses of the pontoon and are connected with the pontoon structure by a rope and tackle system. The winches for the rope and tackle system may be placed either in the corner buoyancy bodies or in the space of the pontoon. While the pontoon is going to be submerged by flooding its ballast compartments up to a point of very slight negative buoyancy, the ropes are slackened and the corner buoyancy bodies remain on the surface providing a certain amount of reserve buoyancy and the required longitudinal and transverse stability.

After the pontoon has been lowered to a certain depth and is so to say, hung up at its four corners on the corner buoyancy bodies at the surface, the semi-submerged salvage system, consisting of the salvage object, the salvage carriers and the expanded salvage bags, is placed over the submerged pontoon and between the four corner buoyancy bodies at the surface. The pontoon is then drained until the pontoon carries the weight of the salvage object. During this operation the corner ropes which hold the pontoon, are permanently tight and take care of the stability of the system. The corner ropes are under constant tension by a customary self-reeling device which may be attached to the ropes inside or outside the pontoon space.

During transfer of the weight of the salvage object to the pontoon, the salvage bags deflate automatically and are removed from the pontoon system together with the salvage carriers after the latter have been detached from the salvage object.

The pontoon rises to the surface, the corner buoyancy bodies enter the conical recesses, and because they are under rope pull, they constitute now wing tanks in the same sense of a customary floating dock.

The salvaging operation is completed.

It should be appreciated that the salvage method and the means as described may also be used in the reverse sense for placing a structure on a deep water construction site, such as submersible power plants, as more fully described in my US. patent application No. 283,- 625, complete undersea factories, laboratories, cable control stations, undersea pumping stations for oil or desalted water, and other submergence structures for commercial or military use.

Existing floating docks may easily be converted to su-bmergence lifting devices by merely adding detachable buoyancy tanks atop of the wings at the four corners of the floating dock connected to the floating dock by a rope and winch system as described. Such floating docks can be lowered to great water depths because their compartments are pressure-equalized. Ropes at the corner serve as guidance means to place the corner buoyancy bodies properly in their recesses when the floating dock broaches the surface.

The submersible floating dock system saves at least one additional salvage operational step compared with the usual method of two barges.

Customary equipment as lights, television, sonar equipment, manipulators, batteries, pumps, etc., are not shown and are not subject matter of the present invention. Such equipment may be installed at convenient places.

Other advantages and features of the invention will become more apparent when the description of a preferred embodiment of the invention proceeds in conjunction with the drawing, wherein FIG. 1 is an outboard profile of a disk-like shaped salvage carrier;

FIG. 2 is a plan view of FIG. 1;

FIG. 2a shows how flaps of the stabilizing planes turn;

FIG. 3 is a cross section of FIG. 1;

FIG. 4 is a horizontal section through the salvage carrier showing arrangement of salvage bags, propulsion means and stabilizing planes;

FIG. 5 is an outboard profile of the salvage; carrier with salvage bags inflated, salvage gear, swivel ahd rope pendant;

FIG. 5a shows a dual-bag with an open upper and a closed lower inflatable salvage bag;

FIG. 6 shows, by way of example, the placement of two salvage carriers over a stricken submarine and force diagram of the salvage system;

FIG. 7 shows the salvage system under tow from a deep water area to the coast;

FIG. 8 shows a submerged auxiliary salvage platform ready to accept and lift a salvage object, the latter still supported by the deep water salvage carrier;

FIG. 9 is a perspective view on a submersible floating dock or docking pontoon as a complementary salvage device in connection with the described deep water salvage equipment.

Referring now to the drawing and particularly to FIGURES 1 and 2, there is a disk-like shaped salvage carrier 1, having a vertical center axis 2, a longitudinal axis 3, and a transverse axis 4. Propulsion means 5, 6

are arranged at the periphery 1a of the salvage carrier 1, with propellers 7, 8 arranged at a distance 9 forward of the transverse axis 4. Jet forces 10, 11 produce a resultant jet force 12 at the longitudinal axis 3 at a point 13 forward of the transverse axis 4. Forward and aft of the propulsion means are fairing planes 14, 15 for smoothing the rim 16 of the carrier in order to reduce hazards by possible entangling with ropes and other gear during salvage operations. For smoothness of the hull it is alternately suggested to arrange the propulsion means inside the hull, but essentially at the periphery 1a of the salvage carrier 1 as indicated by dotted lines 16 in FIG. 2. In any case, the propulsion means are arranged in the horizontal center plane defined by the axes 3 and 4.

A stabilizing plane 17 is arranged at the rear of the salvage carrier 1 in the same horizontal center plane and with its longitudinal outside boundaries set back as indicated-by 18 or 19, respectively. The dotted line 19 is related to propulsion means 16 arranged inside the hull. Vertical planes 20, 21 are attached to the outside boundaries of the horizontal plane 17.

The horizontal stabilizing plane 17 has on port and starboard two flaps 22a, b and 23a, b, which produce at vertical positioning backing forces 24, 25 as best shown in FIG. 2a. The same applies to flaps 26, 27 at the rear end of the vertical planes 20, 21, which produce backing forces 28, when turned in the transverse plane of the system, preferably inwardly as indicated by 26a and 27a..

FIG. 3 shows at the center a cylindrical chamber 29 for operating personnel, instruments, equipment and machinery. Cylinders 30 accommodate lower 31 and upper 32 halfspheres for salvage bags 33. The lower halfspheres 31 are fixedly attached to the cylinders 30 which, in turn, are connected to a ring girder 34 and radial girders 34a. The radial girders extend from the cylinder 29 to the ring girder 34.

Padeyes 35 are attached to the ring girder 34 at intersecting points with the radial girders 34a for transferring salvage forces to salvage bags.

The shell 36 of the salvage carrier 1 is pressure equalized and of light construction. Pressure-equalizing results from fluids and gases within the space of the salvage carrier 1 exposed to ambient water pressure. Fluids consist of fuel oil, ballast water, buoyancy fluids such as gasoline or similar lightweight fluids. Gases are compressed air or other gases produced by generators. The fluid and gas system, compartmentation, open and closed tanks are built and operated in accordance with the requirements of submergence vehicles and need not be described or illustrated here further since generally known in the art.

The shell 36 has foldable covers 37 over the salvage bag cylinders 30 which turn automatically aside when the salvage bags during inflation expand above the shell 36 of the salvage carrier 1 as indicated by dotted lines 38 in FIG. 3.

FIG. shows the salvage carrier 1 with fully expanded salvage bags, producing a lifting force 39 at the center axis 2 which balances the salvage weight force 40. A swivel 41 allows rotation of the salvage carrier 1. A pendant rope 42 connects two salvage carriers 1 as a tandem salvage operating device.

As best illustrated in FIG. 5a, the salvage bag system may be built of a lower closed salvage bag 43 with a pressure-differential valve 44 atop, and an upper open salvage bag 45 connected by straps 46 to the lower salvage bag 43.

Pressure gas, escaping at 47 through the pressure differential valve 44 fills the upper salvage bag 45 to capacity. Any surplus air of the system due to oversupply or during raising of the system escapes through the pressure differential valve 44 at 47 and through the open upper salvage bag 45 at openings 48.

FIG. 6 shows how a wreck, here by way of example, a stricken submarine 49, may be salvaged from deep water. Since diver work at deep water areas is not possible for performing preliminary work like cutting holes, welding of hooks and other structures for attaching lifting means, the salvage object 49 may be lifted by slings 50, 51 put around the bow and stern structure. In order to accomplish this, mud and other obstacles have to be removed at 54, 55 in order to enable the salvage carriers 52, 53 to place slings 50, 51 in position. This done, salvage carriers 52, 53 are connected by a pendant rope 42 at points 56 of FIG. 6 or at a swivel point 41 as shown in FIG. 5.

After producing buoyancy-lifting forces 57, 58 by inflating the salvage bags, the weight force 55 of the salvage object 49 is balanced and the system rises with a slight surplus buoyancy. Slings 50, 51 are stressed by forces 60, 61 which produce a tension force 62 in the pend-ant rope 42.

After the salvage object 49 has been broken from the bottom 62, the system is propelled by propulsion forces 63, 64 and transferred from a deep water area 65 to a shallow water site 66 as shown in FIG. 7. Upon raising of the system, salvage bags broach the surface, maintaining a freeboard 67, while the salvage carriers proceed below the water surface at a depth 68, as best shown in FIG. 7.

Upon arrival at a shallow water site 66 or other convenient place, the system as shown in FIG. 7 is placed over a submerged pontoon 69 which is kept in position at a prescribed water depth by four surface buoyancy bodies 70 via ropes 71.

Bodies 70 may be connected by ropes 72 and 73. The pontoon 69 may also be equipped with temporary special weights 74 for constituting a tough-wire system as anchorage means if circumstances ask for such additional measure.

While the ballast compartments of the pontoon 69 are drained, the weight of the salvage object 49 is gradually transferred to the pontoon 69 releasing the salvage carriers 52, 53 at automatical deflation of the salvage bags. The salvage carriers 52, 53 are then detached from the salvage object 49,

During raising of the pontoon self-reeling devices 75 keep ropes 71 at a constant pull, and winches 76 are also automatically operated to maintain a constant pull of the ropes while the pontoon with the salvage object rises to the surface. Bodies 70 provide proper stability and reserve buoyancy throughout the raising operation.

When the pontoon approaches the surface, the bodies 70 engage recesses '77 and are now fixedly connected to the pontoon structure by the rope pull 78. The pontoon 69 is further raised up to a freeboard 79 and may be towed away for final actions such as scrapping, reconditioning and other exploitation of the salvaged object.

While the invention has been described in connection with a single embodiment, it will be obvious that many changes and modifications in structural details may occur to the skilled in the art, particularly after benefiting from the present teaching, without departing from the spirit and scope of the invention as defined in the appended claims.

I claim:

1. A salvage equipment carrier, comprising in combination an essentially disk-like shaped body, a number of inflatable salvage bags in circular arrangement with reference to the center vertical axis of said disk-like shaped body, a pressure vessel at the center of said disklike shaped body, radial girders extending from said center pressure vessel up to at least and below said circular arranged salvage bags, a ring girder interconnecting said radial girders at points below said salvage bags, cylinders atop said ring and radial girders fixedly attached to them, spheres within said cylinders and consisting each of two halfspheres, accommodating inflatable salvage bags, the lower halfspheres fixedly connected to said cylinder atop said rings and radial girders, said inflatable salvage bags fixedly attached to said lower halfspheres, said upper halfspheres removably resting on the lower halfspheres, said lower halfspheres accommodating gas generating means, hinged covers over said cylinders and flush with the outer hull shell of the salvage equipment carrier, propulsion means on port and starboard of said salvage equipment carrier and arranged essentially at the periphery of said salvage equipment carrier, a stabilizing plane at the rear of said salvage equipment carrier, brake-flaps at said stabilizing plane, vertical stabilizing planes attached to the outer longitudinal boundaries of said horizontal stabilizing planes, the outer longitudinal boundaries of said horizontal stabilizing plane set back and inwardly with reference to said propulsion means, said propulsion means producing jet forces with attacking points forward of the transverse midship section, said propulsion means and horizontal stabilizing plane at the rear arranged in the same horizontal center plane of the disk-like shaped salvage equipment carrier, pads and eyes below said radial and ring girders for salvage gear attachments, and pressure equalized compartments in said salvage equipment carrier.

2. The salvage equipment carrier of claim 1, wherein the salvage bags consist of an open upper and a closed lower salvage bag, said upper open salvage bag attached to the top of the lower salvage bag by straps with air escape holes in the level of the attachment means, the lower salvage bag having atop a pressure differential valve which discharges in the space of said upper open salvage bag.

3. The salvage equipment carrier of claim 1, having brake-flaps at the horizontal stabilizing plane with means for rotating said brake-flaps around in up and down positions to both sides of said horizontal stabilizing plane, said brake-flaps being also steering flaps.

4. The salvage equipment carrier of claim 1, having rotatable flaps at the rear of the aforementioned longitudinal vertical stabilizing planes with a rotation allowance of 90, preferably towards the midship axis.

5. The salvage equipment carrier of claim 1, compris- 9 ing two or more salvage carriers in tandem arrangement interconnected by a rope pendant, said rope pendant attached to a'swivel at points as close as possible to the vertical center axis of said salvage carriers.

6. The salvage equipment carrier of claim 1, having preferably horizontally arranged fairing planes at the forward and aft end of the propulsion means bodies extending tangentially to the rim of the disk-like shaped hull of the salvage equipment carrier.

7. The salvage equipment carrier of claim 1, including a complementary lifting pontoon or floating dock, having at its four corners detachable surface buoyancy bodies.

8. The salvage equipment carrier of claim 7, wherein said detachable surface buoyancy bodies are connected to the pontoon structure by a rope and winch system, means for maintaining a constant pull of said ropes,

References Cited by the Examiner UNITED STATES PATENTS 1,250,787 12/1917 Breault 114-53 1,367,250 2/ 1921 Gray 114-53 1,416,754 5/1922 Reno 114-52 3,080,844 3/1963 Lehmann 11454 MILTON BUCHLER, Primary Examiner.

T. M. BLIX, Assistant Examiner. 

1. A SALVAGE EQUIPMENT CARRIER, COMPRISING IN COMBINATION AN ESSENTIALLY DISK-LIKE SHAPED BODY, A NUMBER OF INFLATABLE SALVAGE BAGS IN CIRCULAR ARRANGEMENT WITH REFERENCE TO THE CENTER VERTICAL AXIS OF SAID DISK-LIKE SHAPED BODY, A PRESSURE VESSEL AT THE CENTER OF SAID DISKLIKE SHAPED BODY, RADIAL GIRDERS EXTENDING FROM SAID CENTER PRESSURE VESSEL UP TO AT LEAST AND BELOW SAID CIRCULAR ARRANGED SALVAGE BAGS, A RING GIRDER INTERCONNECTING SAID RADIAL GIRDERS AT POINTS BELOW SAID SALVAGE BAGS, CYLINDERS ATOP SAID RING AND RADIAL GIRDERS FIXEDLY ATTACHED TO THEM, SPHERES WITHIN SAID CYLINDERS AND CONSISTING EACH OF TWO HALFSPHERES, ACCOMMODATING INFLATABLE SALVAGE BAGS, THE LOWER HALFSPHERES FIXEDLY CONNECTED TO SAID CYLINDER ATOP SAID RINGS AND RADIAL GIRDERS, SAID INFLATABLE SALVAGE BAGS FIXEDLY ATTACHED TO SAID LOWER HALFSPHERES, SAID UPPER HALFSPHERES REMOVABLY RESTING ON THE LOWER HALFSPHERES, SAID LOWER HALFSPHERES ACCOMMODATING GAS GERATING MEANS, HINGED COVERS OVER SAID CYLINDERS AND FLUSH WITH THE OUTER HULL SHELL OF THE SALVAGE EQUIPMENT CARRIER, PROPULSION MEANS ON PORT AND STARBOARD OF SAID SALVAGE EQUIPMENT CARRIER AND ARRANGED ESSENTIALLY AT THE PERIPHERY OF SAID SALVAGE EQUIPMENT CARRIER, A STABILIZING PLANE AT THE REAR OF SAID SALVAGE EQUIPMENT CARRIER, BRAKE-FLAPS AT SAID STABILIZING PLANE, VERTICAL STABILIZING PLANES ATTACHED TO THE OUTER PLONGITUDINAL BOUNDARIES OF SAID HORIZONTAL STABILIZING PLANES, THE OUTER LONGITUDINAL BOUNDARIES OF SAID HORIZONTAL STABILIZING PLANE SET BACK AND INWARDLY WITH REFERENCE TO SAID PROPULSION MEANS, SAID PROPULSION MEANS PRODUCING JET FORCES WITH ATTACKING POINTS FORWARD OF THE TRANSVERSE MIDSHIP SECTION, SAID PROPULSION MEANS AND HORIZONTAL STABILIZING PLANE AT THE REAR ARRANGED IN THE SAME HORIZONTAL CENTER PLANE OF THE DISK-LIKE SHAPED SALVAGE EQUIPMENT CARRIER, PADS AND EYES BELOW SAID RADIAL AND RING GIRDERS FOR SALVAGE GEAR ATTACHMENTS, AND PRESSURE EQUALIZED COMPARTMENTS IN SAID SALVAGE EQUIPMENT CARRIER. 